How does your flap setting affect the taxiing pitch authority, which I presume is only really a function of the elevator deflection and the speed?
Without claiming an understanding of the aerodynamics at play, the +-15 flap setting on single Cessnas seems to produce a downwash over the tail, which increases it's effectivness a bit. This slight additional pitch control, with some power, is often enough to get the nose wheel off with very little airspeed, and hold it off. I agree this is a capability with little common benefit, but in situations where there is the potential for nosewheel (sudden shimmy) or propeller damage, it can make the difference.
I strongly feel that new pilots should not be exploring techinquies which are presented as prohibited or could be interpreted as not approved or to be avoided. These pilots, however, should be at least familiar with some uncommon, but conforming operations, where these can be safely and consistantly demonstrated, particularly when they ask. It is up to the instructor first hand, and the flying community in general, to mentor new pilots with experienced based wisdom. Some of this wisdom should include optimizing the performance of the aircraft in certain situations, and pointing out to the new pilot that techinques which fall within the scope of approved etc in a flight manual, should also fall within their skill set.
Every takeoff and landing which I do, which has no other factors determining which techinque would be most appropriate, will be either short or soft technique. "Regular" takeoffs and landings seem to me to require the least precision. To me, it is simply a lost opportunity, to takeoff or land, without practicing a technique appropriate for the aircraft and conditions.
I see aircraft taxiing around with control positions indicating that the pilot is apparently unaware that they are controlling an aircraft which is moving throught the air. The fact that it is on the ground is probably what is creating this relaxed attitude, but it is still moving through the air! Why not practice flying it before you have to leave the ground, and imediately when you return? The plane is flying, why is the pilot not? Pilot lands plane, three wheels contact the ground, and pilot promply lets go, and gives up flying. Does the pilot not realize how much braking effort can be saved by holding the crontrols back through the roll out?
I see aircraft hurtling down the runway with no takeoff flap set, and no nose up control held. That aircraft will be going 10 or so? MPH faster when it leaves the ground. Additional maintenance cost ( risk of shimmy and all those other undesirable landing gear things), yet that pilot will whine about the cost of flying. If all the pilots were paying dierectly for the specific wear and tear they cause to the aircraft they fly, they'd care more. Some instructors fall within this accusation - but no slight intended to anyone in particular.
As has been mentioned earlier, the flight manual for the aircraft, is based on the manuafacturer's testing with a new condtion aircraft. It was not an aircraft which was "experienced" and maybe a little loose, thus needing a more gentle touch. When a system on the aircraft (flaps, for example) is available, to reduce wear and tear on the landing gear, it should be safely and compliantly used, not ignored. New pilots should know this.